Transmission



June 14, 1938. R. M. QLAKELY 20,757

TRANSMI 5 SI 0N Original Filed March 13. 1931 2 She ets-Sheet 1 June 14, 1938. R. M. BLAKELY TRANSMISSION Original Filed March 15. 1931 2 Sheets-Sheet 2 Reiuued June 14, 1938 UNITED STATES PATENT OFFICE TRANSMISSION Original No. 1,950,914, dated March 13, 1934, Se-

rlal No. 522,229, March 13, 1931.

Application for reissue December 14, 1935, Serial No. 54,439

28 Claims.

This invention relates to improvements in transmissions, particularly transmissions for vehicles.

One of the objects of the invention is the pro- 5 vision of means for performing hydraulically the operations necessary to eflect speed changes.

Another object is the provision of a plurality of friction clutches, which may be employed alternatively for the purpose of clutching the eni gine directly to the driven shaft or for clutching it to different gear trains, these clutches being preferably of a new type comprising a minimum number of parts, and being operable by fluid pressure.

Another object is the provision of a transmission in which the gear shifting operations are greatly simplified, the usual gear shift lever being eliminated.

A further object is the provision of manual means for controlling the flow of pressure fluid to the various clutches, said means being also arranged so that its movement in one direction will bring about the setting and releasing of the lower forward speed clutches one at a time, and finally the setting of the high speed clutch, while 0 its movement in the opposite direction may be caused to set and release the clutches in the reverse order.

Another object is the provision of means to 0 prevent the accidental operation of the reverse gear drive.

Still another object is the provision of means tending normally to throw the transmission into direct drive, said means being capable of being 5 disabled by the operator when he desires to leave the transmission in low, intermediate or reverse gear for a considerable period.

Another object is the provision of means for enabling a single clutch to function for both 0 reverse gear and low gear forward.

Other objects and features of novelty will appear as I proceed with the description of that embodiment of the invention which, for the purposes of the present application, I have illustrated 5 in the accompanying drawings, in which Figure 1 is a longitudinal sectional view through a transmission mechanism embodying the invention, the view being taken substantially on line li of Figure 2, certain portions of the mechanism being swung out of their natural planes in order to more readily illustrate the invention. Figure 2 is a cross sectional view taken substantially on the line 2-2 of Figure 1.

Figures 3 and 4 are fragments] detail sectional (Cl. 7H3.)

views taken'substantially on the lines 3-4 and 4-4 respectively of Figure 1.

Figure 5 is a diagrammatic view illustrating an arrangement of control levers which may be employed in connection with the invention, 5

Figure 6 is a detail cross sectional view taken substantially on the line 6-5 of Figure l.

The invention comprises constant mesh gear trains for low and intermediate speed, a reverse gear train having an idler which is normally out 10 of mesh, means for clutching either of said forward gear trains to both the fly-wheel and the driven shaft, means for clutching the reverse gear train to the fly-wheel and at the same time shifting the said idler into mesh and means for 1|! clutching the fly-wheel directly to the driven shaft. In the latter case the gear trains remain idle. The gears of the forward trains remain in mesh constantly, so that clash in shifting is avoided. The operation of the transmission, including the setting of the various clutches, is effected hydraulically, the operator moving a valve or valves which control the flow of oil from a pressure pump to perform the necessary operations. In the preferred embodiment a single valve is caused to slide across the oil passages leading to the forward speed clutches, opening and closing those passages in succession, rapidly -if desired, and by motion of the valve in a single direction, permitting very smooth and rapid a shifting through the lower speeds to direct drive,

and the most eillcient application of power to accomplish a quick acceleration of the vehicle speed. The clutches employed are extremely simple in design, having no springs or tension arms nor any means of adjustment, the adjustment being automatic.

In the, drawings. the rear extremity of an engine crank shaft is indicated at Ill and the flange thereon at II. This flangecarries a flywheel I! which is bored out centrally to receive a bushing ii in which the forward end of the driven shaft it has itsbearing. 0n the rear side of the fly-wheel I! are mounted three spaced annular plates It, IS, and "that are secured to the fly-wheel by a series of studs i8, gthese studs being held against displacement by a lock wire it. 20 represents the usual fly-wheel housing.

In the rear face of the dy-wheel II, on both faces of the plates i5 and i0, and on the forward face of plate I1 I mount annular linings II of material having a high friction coefiicient. These linings with their backing plates constitute the driving elements of the three clutches. 5

sleeve 32.

The driven plates 22, 23, and 24 consist of pairs of sheet metal diaphragms. At their peripheries these diaphragms flare outwardly, the fly-wheel and plates l5, l4, and I! being provided with annular cavities 25 to receive these outwardly flared portions of the dlaphragms. At their peripheries the diaphragms of each plate have rebent flanges 26 which enclose a split ring 21 of metal of shallow V-section. When the diaphragms expand under pressure, or when they contract as the pressure is relieved, the ring 21 accommodates itself to them and maintains a joint sufliciently tight. Each of the driven plates of the clutch is provided near its periphery with a small port 28 which serves as a bleed hole.

The driven clutch plate 22 is mounted upon a dog ring 22, which is splined or otherwise secured to the driven shaft l4. The inner edges of the diaphragms of the plates are spaced apart, and the space enclosed by the diaphragms is connected with a bore 20 that extends radially through the dog ring 29 and the shaft l4. The diaphragms of clutch plate 23 are mounted in a similar manner upon a dog ring 3| which is secured to a This sleeve has an internal annular groove 33 therein which communicates with .two radial bores 24 and 35 through the shaft l4 and with a bore 38 through the dog ring 3|.

" The diaphragms of the clutch plate 24 are mountedin asimilar manner upon a sleeve 3T which is provided with an internal annular groove 32. The sleeve 32 opposite the groove 38 has another internal groove 29 formed therein. The groove 29' communicates at all times with a radial bore 40 in the shaft l4. A port 4| in sleeve 32 connects grooves 28 and 39, and groove 32 is connected by a bore 42 with the, space enclosed by the diaphragms of clutch plate 24.

The bores 30, 34, 35, and 40 are all connected with separate longitudinal pressure fluid passages running through the shaft l4. In order to provide these passages economically I bore through the shaft axially and mount in the bore thus formed a cylindrical plug 41 which is grooved to provide the necessary longitudinal'passages. Two of these grooves 44 and 45 are continuous, and communicate with the bores 35 and 30 respectively. The two remaining grooves 46 and 41, are interrupted at a point intermediate their length, as indicated at the section line 44 of Figure 1.

Near their rear ends these grooves 44, 45, 46, and 41 connect with bores 42, 49, II, and ii respectively. These bores in turn connect with internal annular grooves 52, 53, 54, and respectively formed in a bushing 54 surrounding the rear end of shaft l4.

At the rear end of sleeve 32 there is a gear 51. The rear end of sleeve 31 terminates in a somewhat larger gear 58. Gears 51 and 58 mesh with gears 59 and 60 respectively that-are secured upon a Jack shaft Bl, which may be mounted in bearings 62 and 63 carried by the transmission casing 64. Adjacent the gear 59 the shaft 6| is surrounded by a spacing collar 65, and adjacent to that there is a small gear 66. Bolts 61 secure the gears 59, l0, and 6t and the collar 65 together, it being understood that they may be formed as an integral cluster if desired.

The gear; 88 meshes constantly with a gear 88 that is rotatable upon a bushing 6! surrounding the shaft H. The hub of this gear is adapted to abut against a friction plate "which is locked to the shaft i4. All of the gears thus far mentioned are in meshv constantly, and are preferably herring bone gears for the sake of quietness and freedom from end thrust.

Integral with or locked to the shaft l4 there is a spur gear ll. teeth 13 which interengage with the teeth of gear ll. 13 which are adapted to intermesh with internal teeth 14 on the gear 88. In order to bring the speed of gear 62 up to that of the shaft and gear H before the coupling is made, I provide gear 68 with a pair of annular friction plates 15 and 16 adapted to,frictionally engage the plate Ill and the coupler 12 respectively. These two friction plates 15 and 16 are mounted upontelescoping pins 11 and 18 mounted in bores formed in the gear Bland separated by coil springs 19. When the coupler I2 is moved forward from the position illustrated in Figure 1, it engages plate 16, starting the rotation of gear 68. Next it causes the plate 15 to engage plate I0, and these two friction clutches serve to rapidly synchronize the speed of the gear with that of the shaft. Hence when the teeth 13' startto engage the teeth I4 the two elements are rotating at the same speed and the coupling is made without clash.

The coupling '12 is fltted to the shaft l4 with just sufficient clearance to enable it to slide readily thereupon. "There is also a good sliding flt between the coupler and an internal wall on gear II. to the right as seen in Figure l, to form an actuating plunger or piston slidable within a cylinder or chamber 9 formed within the hub of gear II. The space between these interfitting cylinder and plunger portions thus constitutes an expansible chamber 9, which is provided with a bleed hole 8|. Pressure fluid may be let into this chamber through either one of two passages 82 and 82, which are equipped with check valves 84 and 25 respectively, these valves preventing the flow of pressure fluid from the chamber 9 back into either of the passages 82 and B3. Passage 82 connects with groove 41, and passage 83 withgroove 46. When pressure fluid is let into the chamber 9, and the coupler I2 slides forward iri' response thereto, a pocket IS in the coupler is caused to bridge the outer extremities. of radial passages 81 and 8B, and a pocket 89 in the coupier is caused to bridge the outer extremities of radial passages 90 and DI, respectively. It should be understood that the pockets 86 and 89 are entirely separate and unconnected. By means of these pockets the two parts of each of the grooves 4C and 41 are brought into communication so that pressure fluid may flow along these grooves throughout their lengths.

On the shaft I opposite the gear ll there is spur gear 92, and interposed between these two gears there is an idler gear 93, which is normally out of mesh, as indicated in Figure 1. The latter gear is fixed upon a shaft 84 that is moupted to slide longitudinally, one portion of large cross sec- 12 is a, sliding couplenhaving- On its forward side this coupler carries teeth The hub of coupler "II is elongated tion being mounted in a bushing 95, and another portion of smaller cross section being mounted in a bushing 08 which also contains a coil spring 81 24 toward the leftFlgure 1.against the action of spring 91. The pocket on is bled through a small groove Illl in the casing, so thatwhenever sons:

flow of pressure fluid into the pocket ll ceases, the Pressure behind shaft ll is dispelled and print! 91 returns it to the normal position illustrated in Figure i.

In a web ill of the casing there are formed a series of passages I02, "8,104, and I" which connect with grooves M. II, It, and I2 respectively. Ill is a cylindrical bushing having ports therethrough registering with the passages I", m, I, and ill and constituting outlet ports for the cylindrical slide valve ill, which is mounted in the bushing I and movable by'the operator to direct fluid through any of said outlet ports as desired. Through the valve ill thereis a passage Ill with which a longitudinally extending pocket ill communicates. A second longitudinally extending pocket ii. runs out at the rear end of the slide. In the casing in which the slide valve is mounted there are three ports iii, iii, and Ill connecting the valve chamber in which valve ii" is mounted with a second valve chamber of similar shape in which a valve piece ill slides. This latter valve piece is provided with a longitudinally extending pocket H. from which open three ports or passages 8, iii, and ill. The casing is provided with a pressure fluid inlet port III which communicates at all times with a longitudinal pocket III. A tube, not shown, leading from a pomtive pressure oil pump or the like may be attached to the casing at the port III. A cap III closes the rear ends of the two valve chambers, and in this cap I form a pocket III for the reception of pressure iiuid delivered through the pocket ill of the valve II". This pressure tends to force the valve piece toward the left, or'to hold. it in the direct drive position shown in Figure 1., A groove III running lengthwise of the bushing Ill serves to bleed the pocket ill.

A series of notches I22. I23, and III in the-valve piece ill cooperate with a spring detent I! mounted in the casing to releasably hold the valve piece in any one of three positions when it is not subject to pressure. this detent also serving. by interposing a slight additional resistance to movement, to apprise the operator when the valve is properly centered in one of its operative positions. The means to be employed for movement of the valve pieces ill and i ll may be varied considerably. I prefer to make the control of both of these valves manual, although valve llil is 'actuable by fluid pressure toward the higher speed positions and automatic operation thereof is regarded as within the scope of the invention in some of its aspects. In Figure 5 I have indicated a foot pedal I" pivoted at I21 and pivotally connected to the forward end of valve piece I", by means of which the valve piece may be restrained and/or moved rearwardly against the fluid pressure acting upon it, the pedal thus providing the driver with means for over-controlling the fluid-induced. actuation of valve ill. Connected to the valve piece I i l I have shown a lever III pivoted at I29, by means of which the valve may be moved to any one of three positions corresponding to the lever positions A, B, and C.

Operation the passage ill through the valve will be located mid-way between the passages it!" and ill. Then the operator,-kceping his foot upon the lever I28, shifts lever ill from position. C. to position A, which is the normal running"--position" I.

illustrated in Figure 1. Further manipulation of the lever III will not again be necessary, underordinary circumstances, until the driver's destination is reached. Pressure fluid ,now enters pocket I" through port ill, elongated pocket III and passages Ill and ,i ii. The driver now permits this pressure fluid to move the valve ill! forward slowly. The passage in will then come gradually into register with passage I02, whereupon pressure fluid will flow through groove 54 and passage SI into the rear part of groove 48. Thence the liquid will flow through passage 83 and check valve 85 into the cylinder-chamber 9, formed in the hub of gear H, causing the coupler 12 to move forward and locking the gear 08 to the gear Ii. At this time both of these gears will be standing still. As soon as the pocket 89 bridges the two passages 9i and 90. liquid will flow from the rear portion of groove 46 through passage 9i, pocket 89, and passage 80 into the forward portion of groove .8. The liquid following this groove will flow through passage 34 and groove 33 into passage 36, and will then flll the space between the diaphragms of clutch plate 23. These 1 diaphragms will immediately expand and grip the linings II on the fly-wheel, with the result that the fly-wheel will drive sleeve 32 and gear 5'! thereon. After thediaphragms expand a small flow of liquid will continue, owing to the fact that some of it is escaping constantly" through the bleed hole 28.

The gear 51 then drives gear 59, which transmits rotation to the shaft 8i and the gear 88, and that gear being in mesh with gear 68 which is locked through coupler 12 to gear ll fixed on the shaft, rotation is transmitted to shaft II at reduced speed. The train of gears 51, S9. 66, 88 is the low speed train. The vehicle begins to move forward as soon as the diaphragms of the clutch plate 23 begin to grip the fly-wheel. The operator then, in allowing the foot pedal to move outward, causes the passage "is in va ve ill to move slowly over the entrance to outlet passage i02. When the two passages I08 and iii! are out of register and the flow of pressure fluid to clutch plate 23 is thus interrupted. the port Iii in that plate quickly bleeds enough liquid out of the plate to release the clutch. At the same time the flow of liquid to chamber 9 is interrupted, and. the liquid in that chamber is bled through passage ll, enabling springs I! to push the coupler I2 back into the inoperative position of Figure 1.

Continued forward movement of valve llil to a higher speed position occurs when the driver allows pedal I! to move still further outward (toward the rear of the vehicle), to an intermediate position denoted by engagement of notch ill with the detent. This brings passage ")8 into communication with the second speed outlet passage I03. which enables liquid to flow through groove 55, passage 5i, the rear part of groove 41. passage 82 and check valve 84 into chamber 9. The coupler 12 then moves forward to operative position, locking the two gears 68 and Ii together, and causing pocket '86 to bridge passages 81 and 8|, whereupon liquid flows along the entire length of .groove 41, through radial passage 40, annular groove 38, radial passage 41. annular passage 38 and radial passage 42 into the space between the diphragmsof clutch plate 24, which is the intermediate speed clutch. By this means sleeve 31 and gear 58 are locked to the fly-wheel. Power is then transmitted through gear", gear 00, gear 60 and gear 00, and thence to gear 1I and shaft I0. Power is thus transmitted to the vehicle 'at a higher, speed ratio, and the speed of the vehicle increases.

The operator, when ready to permit engage ment of the high speed (direct) drive, merely releases further his restraint of the pedal, allowing the movement of valve I01 to continue in the same direction. This gradually moves the passage I00 of the valve away from registry with passage .I00,.thereby releasing clutch plate 24 and permitting coupler 12 to disengage gear 00.

.Further forward movement of the valve causes passage I00 to register with the third or high,

speed outlet passage I04, whereupon liquid fiows through groove 53 and passage 40 into shaft groove 05, which is continuous, and thence through passage 30 into the space between the diaphragrns of clutch plate 22. Shaft I4 is thereby clutched to the fly-wheel, and the transmission is in direct drive.

Throughout the three positions of the valve I01 thus far described, that is low, intermediate, and high positions, pressure fluid acts upon the rear end of the valve to urge it forward, the oil for this purpose passing through port I I0 along pocket II5, passages III and H3, and pocket IIO. When the valve reaches its farthest forward position, thatis high gear positfon, the operator may remove his foot from the foot pedal and the pedal will be maintained in that position by the oil pressure behind it. Of course it will be understood that other means, such for instance as spring means, might be substituted for oil pressure as the means for inducing forward movement of the valve, but oil pressure is preferred for a reason which will presently appear.

Whenever the driver desires to change from direct drive to second speed or low speed, he places his foot upon pedal I20 and moves it forward to move the valve I01 rearward until the firstor second click' is heard or felt. Any change from any forward speed to any other forward speed may be made without shock or gear clash.

It is impossible for the driver to unintentionally place the transmission inreverse gear while the lever I20 is in the driving position A which corresponds to the position of valve I It in Figure 1, because when he moves the valve I01 to cause passage I00 to register with passage I05 thz pocket I00 is out of register with the pasZge III, which is only capable of feeding fluid for the said speeds. When it is desiredto move the vehicle rearwardly, the valve I01 is moved rearwardly as far as it will go, in other words until e I00 is in register with the passage I00 and the pocket I00 in register with the reverse feed passage I I2. Then the operator grasps lever I20 and moves it to position C, causing passage I I0 to be brought'into register with reverse feed passage II2. Pressure fluid then flows through port II0, passa'ges H0 and H2, pocket I00 and passage I00 into passage I00. It then flows through groove 52, passage. 40 and continuous shaft passage 00. into lowspeed clutch plate 20 by way of radial passage 30, annular groove 00 and radial passage 00. In this operation, it will be noted, the gears 00 and 1| are not locked together. At the same'time pressure fluid will flow from groove 02 through passage 00, Figure 2,

into chamber 00, thereby driving shaft 00 forwardly to bring idler gear 00 into mesh with gear's H and 02. Driving force is then transmitted from the flywheel through clutch plate 20, sleeve- 02, gear '1, gear 00, shaft 0i, gear 02, gear 00, and gear 1|, to shaft I4, the direction of rotation of the latter shaft being reversed owing to the additional gear in the train.

When the valve I01 is in reverse position no pressure fluid fiows into the chamber I20, owing to the fact that the passage H1 is out of register with the passage IIO, and that the liquid in the chamber is bled out through the groove I2I. Hence there is no force tending to move the valve I01 forward. Now, when the driver desires to proceed in a forward direction again, he first places his foot upon pedal I26, and then shifts lever I20 into driving position A. 011 then flows into chamber I20 and moves valve I01 forward against the pressure of the operators foot, as far as he permits it to go. If his foot were not'on the pedal the valve might move forward into high gear position too rapidly.

Should it become necessary at times to keep the transmission in low or intermediate gear for a considerable period, the operator may remove his foot from the pedal I20, provided he first moves lever I20 to its middle position B. The position of valve Ill corresponding to position B of the lever brings passage 0 into communication with the said drive fluid-feed passage II I, whereby a continuous supply of oil is provided to the passage I02 or I00, as the case may be. The passage II1 however is then out'of communication with passage H0, and no oil is supplied to the chamber I20. The pressure there is quickly dissipated through the groove I2I, and the detent I20 extending into one of the notches I24 or I20 serves to hold the control valve I01 against unintentional movement.

It will be observed that when the transmission is in direct drive, none of the gears rotate. When it is in one of the other forward speed ratios,

all of the gears except idler 03 rotate, but the gears 02 and H are not in mesh. The gears which are in mesh constantly may be so made as to-be relatively quiet. When the transmission is in reverse gear all of the gears rotate.

In the foregoing description I have necessarily gone somewhat into detail in order to explain fully the particular embodiments of the invention herein illustrated, but I desire it to be understood that such detailed disclosures are not to be construed as amounting to limitations, except as they may be included in the appended claims.

Having thus described my invention, I claim: I

1. In a transmission mechanism, a driving element, a driven shaft, a sleeve rotatably mounted thereon, a gear secured'upon said sleeve, a gear secured upon said shaft, a reverse gear train inte'rposed between said sleeve gear and shaft'gear,

one gear of said train being normally out of driving relation,and means simultaneously operated for clutching said sleeve to said driving element and for placing said last-named gear in driving relation. y

2. In a transmission mechanism,.a-driver,' a driven shaft, a gear train the final gear of which is rotatably mounted upon said shaft, a coupling keyed to slide upon said shaft into engagement with said final gear,- and hydraulic means adapted to move said couplinginto engaging position and thereafter to clutch the first gear of said train to said driver. I

.3. In a transmission mechanism, a driver, a driven-shaft, a reduction gear train having its first gear rotatably mounted upon said driven shaft, a friction clutch interposed between said .driver and said driven shaft, a second friction 'clutch interposed between said driver and said first gear, said clutches being adapted to be set by fluid pressure, said shaft having pressure fluid passages therein communicating with said clutches respectively, valve means for controlling the flow of pressure fluid through said passages, and means associated with said driven shaft and operated by said fluid pressure for breaking said gear train when said first named friction clutch is set.

4. In a transmission mechanism, a driver, a driven shaft, a reduction gear train having its first gear rotatably mounted upon said driven shaft, a friction clutch interposed between said driver and said driven shaft, a second friction clutch interposed between'said driver and said first gear, said clutches being adapted to be set by fluid pressure, said shaft having pressure fluid passages therein communicating with said clutches respectively, a valve movable in one direction for admitting pressure fluid to the passage leading to the second named clutch, for then cutting oil the flow of fluid to said passage, and for thereafter admitting fluid to the passage leading to the flrst named clutch, and means associated with said driven shaft and operated by the pressure fluid flowing to said first named clutch for breaking said gear train when said first named clutch is set.

5. In a transmission having direct drive, a speed reduction drive and a reverse drive, a driver, a driven shaft, a clutch for each of said drives, said clutches being adapted to be operated hydraulically, said driven shaft having passages therethrough for conducting pressure fluid to the respective clutches, a valve for admitting fluid selectively to the passages leading to said direct and speed reduction drives, and separate valve means with separate manual actuating means for controlling the flow of pressure fluid to said reverse drive clutch.

6. m a hydraulically operated transmission mechanism adapted to provide a plurality of speeds forward and a reverse speed, a pressure fluid conductor having passages therein for each of said speeds, a valve adapted to admit pressure fluid to any one of said passages, and a second valve controlling the flow of pressure fluid to the forward speed passages or to the reverse speed passage alternatively.

7. In a hydraulically operated transmission mechanism adapted to provide a plurality of speeds forward and a reverse speed, a pressure fluid conductor having passages therein for each of said speeds, a valve adapted to admit pressure fluid to any one of said passages, means for causing pressure fluid to urge said valve toward a given position, and manually operable means for moving it in the opposite direction.

8. In a transmission mechanism, a rotatable hub, a friction clutch comprising a pair of spaced diaphragms mounted on said hub, friction clutch plates rotatably mounted about the axis of said hub and arranged on opposite sides of said diaphragms, said diaphragms near their peripheries being flared outwardly and provided at their peripheries with inwardly directed peripheral flanges, a split ring of resilient material within the diaphragms expanded against the internal surfaces of said flanges, and closing the joint therebetween, and means for introducing pressure fluid through said hub into the space between said diaphragms, said diaphragms having a relief port through which the pressure fluid may be discharged at a rate below the maximum rate of entry into said space.

9. In a hydraulically operated transmission mechanism, a driving member, a driven shaft, a gear train, a hydraulically operated clutch for connecting said driving member and said shaft, a second hydraulically operated clutch for connecting said driving member and said gear train, said shaft having passages therethrough for carrying pressure fluid to either of said clutches selectively, the fluid passage to said second clutch being normally interrupted, means movable upon said shaft for bridging over the interrupted portion of said passage. said means being automatically actuated by pressure fluid flowing in the passage to said second clutch, said means when in operative position connecting said gear train to said shaft.

10. In a transmission mechanism, a driver, a driven shaft, two reduction gear trains each having its first gear rotatably mounted upon said driven shaft, friction clutches interposed between said driver and the first gears of said reduction trains, said clutches being adapted to be set by fluid pressure, said driven shaft having pressure fluid passages therein communicating with said clutches respectively, a coupling element for locking the final gear of each train to the driven shaft, cylinder and plunger portions for moving said coupling into operative position, said driven shaft having fluid connections therein for joining said passages with said cylinder portion, and check valves in said fluid connections for preventing a reverse flow of fluid.

11. In a transmission, a propeller shaft having a gear fixed thereupon, a gear rotatably mounted on the shaft, a speed reduction train including said rotatably mounted gear as the flnal element in the train, a reverse gear train including said fixedly mounted gear as the flnal element in the train, means for coupling or uncoupling said rotatably and fixedly mounted gears, and means for disconnecting said reverse gear train when said rotatably and fixedly mounted gears are coupled together.

12. In a transmission mechanism, a driving element, a driven shaft, a sleeve rotatably mounted upon said shaft, a gear rotatably mountedupon said shaft, gearing interposed between said gear and said sleeve, means for clutching said driving element and driven shaft together, means simultaneously controlled for clutching said driving element to said sleeve and said gear to said driven shaft, and means for disengaging one of said last named clutching means while the other is in engagement.

13. In transmission mechanism, a driven shaft, two sleeves rotatably mounted upon said shaft, a

driving element, a gear rotatably mounted upon said shaft, change speed gear trains of different ratios interposed between said respective sleeves and said' gear, means for clutching said driving element to said shaft, means alternatively operable for clutching one or the .other of said sleeves to said driving element and clutching said gear to said shaft while the gear remains in its train, and means acting while one.of said last named clutching means is in engagement for disengaging the remaining clutching means.

14. In a transmission mechanism, a driving member, a driven shaft, a gear rotatably mounted upon said shaft, means for clutching said gear to said drive member, a jack shaft, a gear thereon meshing with said first named gear, a third gear loosely mounted on said driven shaft, a

fourth gear fixed up said Jack shaft meshing with said third gear, a flfth gear flxed upon said driven shaft, means for driving said fifth gear from said lack shaft, means for disconnecting the driving means for said fifth gear, and means for coupling said third and fifth-gears together, or uncoupling them. t

l5.-In a tr construction, in combination with a source of power. substantially coaxial driving and driven shafts adapted to be actuated thereby, and a source of fluid under pressure, means for coupling said driving and driven shafts at different ratios including a gear train, aplurality of fluid-operable friction clutches including one for connecting said shafts throughsaid gear train and one for directly connecting said shafts, said clutches being arranged concentrically' with respect to the shafts and grouped upon one side of the gear train between the source of power and driven shaft, and means for operating said clutches including valvular controlling means, a passageway system extending longitudinally of one of said shafts through said gear train and terminating at one end at said clutching means to provide connection therewith, and fluid supply connecting means encircling the shaft and the other end of the passageway system upon-the opposite side of said gear train from the clutches and providing running connection between the valvular controlling means and said eway system.

16. In a transmission, in combination with a source of fluid under pressure, a driving member, a driven shaft, torque converting means potentially connecting said member and shaft, a plurality of fluid-operable friction clutches, one of said clutches beingfor rendering said torque converting means effective and ineiIective, and another to connect said driving member and shaft at a different relative driving ratio, valvular means movable in one direction to a position to actuate that one of said clutches rendering said torque converting means effective, and movable to another position to eflect a driving connection between said driving member and shaft at a lower torque ratio, valve-operating means urging said valvular means toward said last mentioned position, driver-operable restraining means for bolding said valvular means against the pressure of the valve-operating means to prevent movement thereof in said direcflon only, and additional means for preventing movement of said valvular means in either direction.

'17. In a transmission, in combination with driving and drivable torque transmitting members, coupling means including a plurality of engageable and disengageable clutching elements adapted to connect the driving and drivable members in different relative torque ratios, pressure fluid operable means for controlling the actuation of said coupling means including" a pressure fluid actuated control valve, personally operable overcontrolling means for mechanically regulating movement of said valve, said over-control means including means for moving or restraining-move ment of the valve against the effort of the pressure-actuating means, and means for rendering the pressure-actuating means ineffective to move the valve. I v

18. In a transmission,, in combination with driving and drivable torque transmitting members, coupling means including a plurality of engageable and disengageable clutching elements adapted to connect the drivable and driven members in different relative torque ratios, pressure fluid operable means for controlling the actuation of said coupling means including a presume fluid actuated control valve, personally operable overcontrol means for mechanically regulating movement of said valve, said over-control means including means for moving or restraining movement of the valve against the effort of the pressure-actuating means, and means including another valve in series with the flrst for rendering the pressure-actuating means ineffective to move the valve.

19. In a tro in combination with a source of fluid under pressure, a driving memher, a driven shaft, gearing potentially connecting said member and shaft, a plurality of friction clutches, one for rendering said gearing effective and ineffective to connect said member and shaft at one ratio, another of said clutches when engaged acting to connect said member and shaft at a different relative driving ratio, fluid-pressure operable actuating means for said clutches, valvular means for selectively directing pressure fluid from said source to different onesv of said clutch-actuating means'to operate the same, valve-actuating means for urging the valve in' one direction, and driver operable control means movable independently of the valve for rendering said actuating means inoperative to move the valve, whereby said valve may be maintained in any of various positions of adjustment.

20. In a transmission, in combination with a source of fluid under pressure, a driving member, a driven shaft, gearing arranged in a pinrality of trains potentially connecting said membet and shaft at different ratios, a plurality of friction clutches, one for rendering each of said trains eflective and inefl'ective, fluid pressure operable means for controllingly actuating said clutches, including valvular means for selectively directing pressure fluid from said source to different ones of saidclutches to operate the same, fluid pressure/operable means for urging said valve in one direction, and driver-operable overcontrol means for controlling movementL of said valve.

21. A transmission construction as set forth in claim 20, in which said valve is movable by the over-control means in a direction opposite to that in which it is urged by the last mentioned fluid pressure operable means.

22. A transmission construction as set forth in claim 20 including means for cutting off the fluid supply to said means for urging the valve in one direction to render said means ineffective; without preventing flow of fluid to the clutches.

23. In a transmission, in combination with a source of fluid under pressure, driving and driven shafts, torque-converting means potentially connecting said shafts and a plurality of fluid-operable friction clutches, one of said clutches being connected to one of said shafts and to said torque-converting means and engageable and disengageable to render said means eflective or ineffective,- and another of said clutches engageable to connect said driving member and from, to conduct such pressure fluid longitudinally of the shaft to said clutches, manifold means mounted on the shaft and communicat ing with one end of each of said passageways, through which manifold means a fluid may be fed, the valvular means being mounted adjacent the manifold means, a plurality of feed ports formed in the manifold and opening directly into said valve chamber, across which ports the valve is slidable, said manifold and valvular means, the clutches, and the torqueconverting means being grouped along the shaft in separate areas.

24; A transmission construction as set forth in claim 20 including a second valve controlling the operation of said last mentioned fluid pressure operable means for urging the valve in one direction.

25. In a transmission, in combination with a source 01' fluid under pressure, a driving memher, a driven shaft, torque converting means potentially connecting said driving member and shaft, and a plurality of fluid operable friction clutches, one of said clutches being for rendering said torque converting means effective or inefiective, and another to connect said driving member and shaft at a different relative driving ratio, valvular means for controlling the deliveryof pressure fluid from said source to different ones of said clutches to operate the same, said valvular means including at least two halves in series, one of said valves enabling selectively directing fluid to difl'erent ones of said clutches, and the other valve including a portion enabling interruption of such delivery, said first valve being fluid actuable, and said other valve also including a portion for controlling such fluid actuation of the first valve.

26. Apparatus as set forth in claim 25 including driver operable means independent of said fluid operable means for independently moving each of said valves.

27. Hydraulic actuating means for transmission mechanism of the variety including a plurality of hydraulically operated forward clutches and hydraulically operated means for engaging and disengaging a reverse drive, a plurality of gear units adapted to be placed inoperation selectively by the setting of said clutches and said engaging and disengaging means, said actuating means comprising means for conducting pressure fluid to said clutches and to said means for engaging and disengaging the reverse drive, a pair of valves arranged in series in the path of flow of said fluid toward said clutches and said engaging and disengaging means, for the reverse drive, the first of said valves having forward and reverse outlet connections both of which are in series with the second valve, said first valve being adapted to divert the flow to either a forward or a reverse channel, and the second of said valves having a plurality of forward outlet connections adapted to direct the flow from the forward channel selectively to the forward clutches.

28. Hydraulic actuating means for transmission mechanism of the variety including a plurality of hydraulically operated forward clutches and hydraulically operated means for engaging and disengaging a reverse drive, a plurality of gear units adapted to be placed in operation selectively by the setting of said clutches and said engaging and disengaging means, said actuating means comprising means for conducting pressure fluid to said clutches and to said means for engaging and disengaging the reverse drive, a pair of valves arranged in series in the path of flow of said fluid toward said clutches and said engaging and disengaging means for the reverse drive, the first of said valves having forward and reverse outlet connections both of which are in series with the second valve, said RICHARD H. BLAK'ELY. 

